CN115489295A - Speed change system, hybrid drive assembly and hovercar - Google Patents

Speed change system, hybrid drive assembly and hovercar Download PDF

Info

Publication number
CN115489295A
CN115489295A CN202211313187.1A CN202211313187A CN115489295A CN 115489295 A CN115489295 A CN 115489295A CN 202211313187 A CN202211313187 A CN 202211313187A CN 115489295 A CN115489295 A CN 115489295A
Authority
CN
China
Prior art keywords
gear
main shaft
clutch
transmission
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202211313187.1A
Other languages
Chinese (zh)
Inventor
王坤
毋存祥
龙江
卢文轩
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangdong Huitian Aerospace Technology Co Ltd
Original Assignee
Guangdong Huitian Aerospace Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangdong Huitian Aerospace Technology Co Ltd filed Critical Guangdong Huitian Aerospace Technology Co Ltd
Priority to CN202211313187.1A priority Critical patent/CN115489295A/en
Publication of CN115489295A publication Critical patent/CN115489295A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F5/00—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media
    • B60F5/02—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media convertible into aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The application relates to a speed change system, a hybrid drive assembly and a flying automobile. The aerocar comprises a first motor, a second motor, an engine, a traveling mechanism and a flying mechanism; the speed changing system comprises a first shaft system, a second shaft system, a third shaft system and a first transmission system. The first transmission system is connected with the second shaft system and can be selectively connected with the first shaft system or/and the third shaft system. The first shaft system includes a first main shaft for connecting the first motor and the engine, and a first clutch. The first clutch is used for engaging and disengaging the linkage relation between the first transmission system and the first main shaft. The second shaft system comprises a second main shaft which is connected with a second motor. The third shaft system comprises a third main shaft, a second clutch and a third clutch, the second clutch is used for engaging and disengaging the linkage relation of the first transmission system and the third main shaft, and the third clutch is used for engaging and disengaging the linkage relation of the third main shaft and the walking mechanism or the flying mechanism. The above-described transmission system can realize a plurality of drive modes by a relatively simple structure.

Description

Speed change system, hybrid drive assembly and hovercar
Technical Field
The application relates to the technical field of vehicles, in particular to a speed change system, a hybrid drive assembly and a flying automobile.
Background
In recent years, electric vertical take-off and landing flying automobiles gradually come into the public sight and are receiving more and more attention. Many automobile enterprises and initial companies are beginning to invest in the field of electric vertical take-off and landing flying automobiles, and are dedicated to research and develop electric vertical take-off and landing flying automobiles capable of being produced in large quantities. The power assembly system is used as a driving system of the electric vertical take-off and landing flying automobile and is a key core technology for researching and developing an electric vertical take-off and landing aircraft to overcome.
Compared with a common electric automobile, the electric vertical take-off and landing aircraft has more strict requirements on the power assembly system due to the specific working characteristics and working principle of the electric vertical take-off and landing aircraft, for example, the flying automobile needs the power assembly system to have higher total power output so as to meet the high power requirement of the vertical take-off and landing of the aircraft, and needs the power assembly system to have lighter weight so as to reduce the flight power consumption of the flying automobile and improve the range of the flying automobile. At present, a popular trend of the vertical take-off and landing hovercar released in the market and the technical scheme disclosed in the market is to adopt Distributed Electric Drive (DEP), that is, the hovercar is designed with a plurality of rotors, each rotor is individually matched with one motor to provide power, and due to the arrangement limitation of the configuration scheme, the operating mode of the power assembly system is single.
Disclosure of Invention
The embodiment of the application provides a speed change system, a hybrid drive assembly and a flying automobile.
According to a first aspect of the present application, an embodiment of the present application provides a speed change system, where the speed change system is applied to an aerocar, and the aerocar includes a first motor, a second motor, an engine, a traveling mechanism, and a flying mechanism; the speed change system includes: a first shaft system, a second shaft system, a third shaft system and a first transmission system. The first shaft system is used for being connected with the first motor and driven by the first motor; the second shaft system is used for being connected with the second motor and driven by the second motor; the third shaft system is used for being selectively connected with the walking mechanism or the flying mechanism; the first transmission system is in transmission connection with the second shaft system and can be selectively in transmission connection with the first shaft system or/and the third shaft system. The first shaft system comprises a first main shaft and a first clutch, and the first main shaft is used for connecting the output end of the first motor; the first main shaft is also used for connecting an engine; the first clutch is coaxially connected to the first main shaft and rotates along with the first main shaft. The first transmission system is selectively connected with the first clutch; the first clutch is used for clutching the linkage relation between the first transmission system and the first main shaft. The second shaft system comprises a second main shaft which is used for connecting the output end of the second motor. The third shaft system comprises a third main shaft, a second clutch and a third clutch, and the second clutch is coaxially connected with the third main shaft and rotates along with the third main shaft; the second clutch is selectively connected with the first transmission system and used for clutching the linkage relation of the first transmission system and the third main shaft. The third clutch is coaxially connected to the third main shaft and rotates along with the third main shaft; the third clutch is used for engaging and disengaging the linkage relation between the third main shaft and the traveling mechanism or the flight mechanism.
According to a second aspect of the present application, an embodiment of the present application provides a hybrid drive assembly, where the hybrid drive assembly is applied to an aircraft, the aircraft includes a traveling mechanism and a flight mechanism, the hybrid drive assembly includes a first motor, a second motor, an engine and the above-mentioned transmission system, a first spindle is connected to the first motor, a second spindle is connected to the second motor, and the engine is selectively connected to the first spindle.
According to a third aspect of the application, the embodiment of the application provides a flying automobile, which comprises a walking mechanism, a flying mechanism and the hybrid drive assembly, wherein the third spindle is selectively connected with the walking mechanism or the flying mechanism through a third clutch.
The variable speed system that this application embodiment provided can realize multiple drive mode's work among, thoughtlessly move drive assembly and the hovercar, satisfies people to the demand of drive mode's variety. In addition, the flying mechanism and the traveling mechanism share the speed changing system and the hybrid drive assembly, so that the overall weight of the hybrid drive assembly is facilitated, and the flying power requirement is reduced. The hybrid drive assembly adopts the first motor, the second motor and the engine to provide power, is favorable for realizing the power backup between fuel power and electric energy power, and compared with a pure electric aerocar, the hybrid drive assembly can greatly improve the driving range of the aerocar in the flight state and the land state and improve the safety of the aerocar.
Drawings
In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 shows a schematic structural diagram of a flying automobile provided by an embodiment of the application.
Fig. 2 shows a schematic structural diagram of a hybrid drive assembly of an aircraft provided in an embodiment of the present application.
Fig. 3-6 show clutch state diagrams for various drive modes of the hybrid drive assembly shown in fig. 2.
FIG. 7 illustrates a schematic structural diagram of one embodiment of the hybrid drive assembly of FIG. 2.
FIG. 8 illustrates a schematic structural diagram of another embodiment of the hybrid drive assembly of FIG. 2.
FIG. 9 illustrates a schematic structural diagram of yet another embodiment of the hybrid drive assembly of FIG. 2.
FIG. 10 illustrates a schematic structural diagram of yet another embodiment of the hybrid drive assembly of FIG. 2.
FIG. 11 shows a schematic structural diagram of another embodiment of the hybrid drive assembly of FIG. 2.
FIG. 12 illustrates a schematic diagram of the second and third drive trains of the hybrid drive assembly of FIG. 11.
FIG. 13 illustrates a schematic structural diagram of yet another embodiment of the hybrid drive assembly of FIG. 2.
Fig. 14-48 illustrate schematic diagrams of clutch states and transmission links for various drive modes of the hybrid drive assembly shown in fig. 13.
Detailed Description
In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
As used in this specification and the appended claims, certain terms are used to refer to particular components, and it will be appreciated by those skilled in the art that a manufacturer of hardware may refer to a component by different names. The specification and claims do not intend to distinguish between components that differ in name but not function. In the following description and in the claims, the terms "include" and "comprise" are used in an open-ended fashion, and thus should be interpreted to mean "include, but not limited to,"; "substantially" means that a person skilled in the art can solve the technical problem within a certain error range and basically achieve the technical effect.
In this application, the terms "mounted," "connected," "secured," and the like are to be construed broadly unless otherwise specifically stated or limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate member, or they may be connected through the inside of two members or they may be merely surface-contacting. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
The transmission system, hybrid drive assembly and hovercar proposed by the present application will be further described with reference to the following detailed description and accompanying drawings.
Referring to fig. 1, the present embodiment provides a transmission system 100, a hybrid drive assembly 200 using the transmission system 100, and a flying vehicle 400 equipped with the hybrid drive assembly 200.
The hovercar 400 is capable of switching between the flight mode and the land mode. In the present embodiment, the hovercar 400 is in the flight mode, which is to be understood that the hovercar 400 leaves the ground (such as a road, etc.) or other driving surface, and uses the airflow to drive in the air, such as hovering, advancing, backing, turning, and other flight actions; the hovercar 400 is in a land mode, and it is understood that the hovercar 400 is on a land (e.g., a highway, etc.) or other driving surface, and the friction between the hovercar 400 and the driving surface is utilized to realize the driving function.
Hovercar 400 includes body 401, flight power system 403, land power system 405, and hybrid drive assembly 200 as described above. The vehicle body 401 is provided with a passenger compartment for providing a seating space. Flight power system 403 is coupled to body 401 and is used to implement flight functions of hovercar 400, such as to provide propulsive thrust to hovercar 400 when in flight mode. The flight power system 403 may include a jet engine and/or a propeller, in this embodiment, the flight power system 403 includes a flight mechanism 4031, the flight mechanism 4031 may be a rotor mechanism, such as a propeller, the flight mechanism 4031 may also be an engine propeller, and the flight mechanism 4031 is used to provide propulsion force in different directions to the flying car 400. When the flight mechanism 4031 is a rotor mechanism, the flight mechanism 4031 may include propellers, which may be, but are not limited to, fixed-pitch propellers, variable-pitch propellers, and the like; the flight mechanism 4031 may include a structure such as a horn, in addition to a propeller, a rotating shaft of the propeller may be connected to an output end of the transmission system 100 to rotate under the driving of the transmission system 100; alternatively, the horn may be connected to the output end of the transmission system 100 to rotate under the driving of the transmission system 100, and therefore, the flight mechanism 4031 according to the embodiment of the present invention is not limited to a propeller or a horn. Land power system 405 is coupled to body 401 and is used to implement the ground-based functions of flying vehicle 400. In this embodiment, the land power system 405 may include a running gear 4051 or the like, and the running gear 4051 may include wheels or a structure for traveling on land such as crawler wheels.
Hybrid drive assembly 200 is coupled to body 401 and is selectively coupled to either a travel mechanism 4051 or a flight mechanism 4031 to power either travel mechanism 4051 or flight mechanism 4031. The hybrid drive assembly 200 includes a first electric machine 201, a second electric machine 203, an engine 205, and the above-mentioned transmission system 100, and the first electric machine 201, the second electric machine 203, and the engine 205 are respectively connected to the traveling mechanism 4051 or the flight mechanism 4031 through the transmission system 100, so as to input power to the traveling mechanism 4051 or the flight mechanism 4031.
In some embodiments, the hybrid drive assembly 200 may further include a power battery pack 207, and the power battery pack 207 is electrically connected to the first motor 201 and the second motor 203 respectively, for example, the electrical connection may be achieved through a high voltage cable. The first electric machine 201 and the second electric machine 203 are used for converting the electric energy input by the power battery pack 207 into mechanical energy, so as to input the driving motion into the transmission system 100. Specifically, when the first motor 201 rotates, power is input to the traveling mechanism 4051 or the flight mechanism 4031 via the transmission system 100, and when the second motor 203 rotates, power is input to the traveling mechanism 4051 or the flight mechanism 4031 via the transmission system 100.
In some embodiments, the hybrid drive assembly 200 may further include a fuel tank 209, and the tank 209 may be connected to the engine 205 via a fuel line to deliver fuel to the engine 205. The engine 205 is used to convert thermal energy generated by fuel combustion into mechanical energy, and when the engine 205 is operated, power is input to the traveling mechanism 4051 or the flight mechanism 4031 through the transmission system 100. The engine 205 may be a diesel engine, a gasoline engine, or other type of engine.
In the embodiment of the present application, a coupler for connecting or disconnecting the motion transmission link is provided in the transmission system 100, and the coupler may be used to transmit or disconnect the motion transmission link between any one of the first electric machine 201, the second electric machine 203 and the motor 205 and the transmission system 100, and may also be used to transmit or disconnect the motion transmission link between the transmission system 100 and the flying mechanism 4031 or the traveling mechanism 4051, so that at least one of the first electric machine 201, the second electric machine 203 and the motor 205 can selectively transmit the motion to the flying mechanism 4031 or the traveling mechanism 4051.
Therefore, at least one of the first motor 201, the second motor 203 and the engine 205 may participate in the driving of the hybrid drive assembly 200, and multiple power driving modes can be realized: such as a single motor drive mode in which only one motor participates, a dual motor drive mode in which only two motors participate, and a hybrid drive mode in which a motor and an engine participate together, etc. The first motor 201, the second motor 203 and the engine 205 provide power together, which is beneficial to realizing power backup between the engine and the motor, and compared with a pure electric flying automobile, the driving range of the flying automobile 400 in a flying state and a land state can be greatly increased, and the safety of the flying automobile 400 can also be improved.
Referring to fig. 2, in the embodiment of the present application, the transmission system 100 includes a first shaft system 32, a second shaft system 34, a third shaft system 36 and a first transmission system 52, the first shaft system 32 and the second shaft system 34 are respectively in transmission connection with the third shaft system 36 through the first transmission system 52, and the third shaft system 36 is selectively in transmission connection with the traveling mechanism 4051 or the flying mechanism 4031, so as to transmit the motion of the first shaft system 32 or/and the second shaft system 34 to the traveling mechanism 4051 or the flying mechanism 4031.
The first shaft system 32 is connected to an output end of the first motor 201 and is driven by the first motor 201. When the first motor 201 is operated, the rotational movement of the first motor 201 can be transmitted from the first shaft system 32 to the third shaft system 36 via the first transmission system 52. In the present embodiment, the first shaft system 32 includes a first main shaft 321 and a first clutch 323.
The first spindle 321 is used to connect to an output end of the first motor 201, for example, the first spindle 321 may be connected to an output shaft of the first motor 201 through a coupling. Further, the first main shaft 321 can also be used for connecting the motor 205. As an example, the first main shaft 321 may be provided with a first coupling interface 325, the first coupling interface 325 being used to provide a structure for connecting the motor 205. Specific examples of the first coupling interface 325 may include a coupling or a coupling, etc. to allow the first main shaft 321 to be connected to the output shaft of the engine 205 through the first coupling interface 325. The first coupling interface 325 may include some transmission mechanisms, such as a gear transmission mechanism or a speed reducer, in addition to the coupling or the coupling, so as to change the transmission direction of the movement or achieve a desired transmission reduction ratio. When the engine 205 is connected to the first main shaft 321 through the first coupling interface 325, the power of the engine 205 can be transmitted to the third shaft system 36 through the first shaft system 32 and the first transmission system 52.
The first clutch 323 is coaxially connected to the first main shaft 321, and rotates with the first main shaft 321. First clutch 323 is selectively connectable with first drive train 52 for clutching first drive train 52 and the ganged relationship of first spindle 321. When the first clutch 323 is engaged with the first transmission 52, the motion of the first main shaft 321 can be transmitted to the first transmission 52 via the first clutch 323, or the motion of the first transmission 52 can be transmitted to the first main shaft 321 via the first clutch 323; when the first clutch 323 is disengaged from the first transmission 52, the motion of the first main shaft 321 is not transmitted to the first transmission 52 via the first clutch 323, or the motion of the first transmission 52 is not transmitted to the first main shaft 321 via the first clutch 323. The first clutch 323 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type of clutch.
The second shaft system 34 is connected to the output end of the second motor 203 and is driven by the second motor 203. When the second motor 203 is operated, the rotational motion of the second motor 203 may be transferred from the second shaft system 34 to the third shaft system 36 via the first transmission system 52. In the present embodiment, the second shaft system 34 includes a second main shaft 341. The second spindle 341 is used to connect an output end of the second motor 203, for example, the second spindle 341 may be connected to an output shaft of the second motor 203 through a coupling. Further, the second main shaft 341 may also be used for connection to the motor 205. As an example, the second shaft system 34 may further include a second coupling interface 343, and the second coupling interface 343 is disposed on the second main shaft 341 and is used for providing a structure for connecting the motor 205. Specific examples of the second coupling interface 343 may include a coupling or a coupling structure, such that the second main shaft 341 may be connected to the output shaft of the engine 205 through the second coupling interface 343. The second coupling interface 343 may include some transmission mechanisms, such as a gear transmission mechanism or a speed reducer, besides the coupling or the coupling, etc., for changing the transmission direction of the movement or achieving a desired transmission reduction ratio. When the engine 205 is connected to the second main shaft 341 through the second coupling interface 343, the power of the engine 205 can be transmitted to the third shaft system 36 via the second shaft system 32, the first transmission system 52.
The third shaft system 36 is selectively drivingly connected to the first spindle 321 or/and the second spindle 341, and is selectively connected to the traveling mechanism 4051 or the flying mechanism 4031. The third shaft system 360 includes a third main shaft 361, a second clutch 363, and a third clutch 365.
The third main shaft 361 is selectively in transmission connection with the first main shaft 321 and the second main shaft 341 through the first clutch 323, the second clutch 363 and the first transmission system 52 to receive or transmit motion. In some embodiments of the present application, third main shaft 361 may also be used in connection with motor 205. As an example, the third shaft system 36 may further include a third shaft interface 367, and the third shaft interface 367 is disposed on the third main shaft 361 and is used for providing a structure for connecting the motor 205. Specific examples of the third coupling interface 367 may include a coupling or a coupling structure, such that the third main shaft 361 may be connected to the output shaft of the engine 205 through the third coupling interface 367. The third coupling interface 367 may include, in addition to a coupling or a coupling, some transmission mechanism, such as a gear transmission mechanism or a speed reducer, for changing the transmission direction of the movement or achieving a desired transmission reduction ratio. When the engine 205 is connected to the third main shaft 361 through the third coupling interface 367, the power of the engine 205 may be transmitted to at least one of the first shaft system 32, the second shaft system 36, the traveling mechanism 4051 and the flight mechanism 4031 via the third shaft system 36 and the first transmission system 52.
The second clutch 363 is coaxially connected to the third main shaft 361 and rotates along with the third main shaft 361, and the second clutch 363 is selectively connected to the first transmission system 52 for engaging and disengaging the first transmission system 52 and the third main shaft 361. When the second clutch 363 is engaged with the first transmission system 52, the motion of the third main shaft 361 can be transmitted to the first transmission system 52 via the second clutch 363, or the motion of the first transmission system 52 can be transmitted to the third main shaft 361 via the second clutch 363; when the second clutch 363 is disengaged from the first transmission system 52, the motion of the third main shaft 361 is not transmitted to the first transmission system 52 via the second clutch 363, or the motion of the first transmission system 52 is not transmitted to the third main shaft 361 via the second clutch 363. The second clutch 363 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type of clutch.
The third clutch 365 is coaxially connected to the third main shaft 361 and rotates along with the third main shaft 361, and the third clutch 365 is selectively in transmission connection with the traveling mechanism 4051 or the flight mechanism 4031 so as to be used for clutching the third main shaft 361 and the traveling mechanism 4051 or the flight mechanism 4031 in linkage relation. When the third clutch 365 is engaged with the traveling mechanism 4051, the motion of the third spindle 361 can be transmitted to the traveling mechanism 4051 via the third clutch 365, so that the traveling mechanism 4051 operates to realize the land traveling mode of the hovercar 400; when the third clutch 365 is disengaged from the running gear 4051, the movement of the third main shaft 361 is not transmitted to the running gear 4051 via the third clutch 365. When the third clutch 365 is engaged with the flight mechanism 4031, motion of the third spindle 361 can be transferred to the flight mechanism 4031 via the third clutch 365, thereby operating the flight mechanism 4031 to achieve a flight mode of the hovercar 400; when the third clutch 365 is disengaged from the flight mechanism 4031, the motion of the third spindle 361 is not transferred to the flight mechanism 4031 via the third clutch 365. Therefore, in this embodiment, by multiplexing one third clutch 365 on the third main shaft 361, the transmission system 100 can selectively output power to the traveling mechanism 4051 or the flight mechanism 4031, so that the structure of the transmission system 100 is simplified as a whole, which is beneficial to reducing the self weight and flight stability of the flying automobile 100. The third clutch 365 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type of clutch.
The first transmission system 52 in this embodiment is in transmission connection with the second shaft system 34, for example, in transmission connection with the second main shaft 341 of the second shaft system 34 through a gear or the like. Further, the first transmission 52 is selectively connected to the first clutch 323 and the second clutch 363, so that the first clutch 323 is used to clutch the linkage relationship between the first transmission 52 and the first main shaft 321, and the second clutch 363 is used to clutch the linkage relationship between the first transmission 52 and the third main shaft 361. In the subject embodiment, the first drive system 52 may include one or more drive configurations, for example, the drive configuration may include a drive shaft, a gear set reducer, or a gear set drive train, among others, wherein the gear set includes, but is not limited to including: at least one of a cylindrical gear (such as a spur gear, a helical gear, a cambered gear, a herringbone gear, etc.), a bevel gear (such as a spur gear, a helical gear, a cambered gear, a herringbone gear, etc.), a gear of a planetary gear train, and the like; for another example, the transmission structure may also be a worm gear and worm transmission system, or other mechanical transmission structure, for transmitting the motion between the first shaft system 32, the second shaft system 34, and the third shaft system 36.
Therefore, the first transmission system 52 is used as a motion transmission medium among the first shafting 32, the second shafting 34 and the third shafting 36, and the change and adjustment of the motion transmission path are realized based on the above-mentioned first clutch 323, the second clutch 363 and the third clutch 365, so that in the hybrid drive assembly 200 and the transmission system 100 provided in the embodiment of the present application, the driving force can be provided for the traveling mechanism 4051 and the flight mechanism 4031 by at least one of the first motor 201, the second motor 203 and the engine 205, for example, the driving force can be provided for the traveling mechanism 4051 or the flight mechanism 4031 by the first motor 201 alone, and a single-motor pure electric driving mode of the hybrid drive assembly 200 is realized; for another example, the second motor 203 can be used alone to provide driving force for the traveling mechanism 4051 or the flight mechanism 4031, so as to implement a single-motor pure electric driving mode of the hybrid driving assembly 200; the engine 205 can be used alone to provide driving force for the walking mechanism 4051 or the flight mechanism 4031, so as to realize a pure fuel driving mode of the hybrid driving assembly 200; the first motor 201 and the engine 205 can also jointly provide driving force for the walking mechanism 4051 or the flight mechanism 4031, so that a single-motor hybrid driving mode of the hybrid driving assembly 200 can be realized; the second motor 203 and the engine 205 can also jointly provide driving force for the walking mechanism 4051 or the flight mechanism 4031, so that a single-motor hybrid driving mode of the hybrid driving assembly 200 is realized; the first motor 201, the second motor 203 and the engine 205 can also jointly provide driving force for the walking mechanism 4051 or the flying mechanism 4031, so that the dual-motor hybrid driving mode of the hybrid driving assembly 200 can be realized.
Therefore, the hybrid drive assembly 200 provided by the embodiment of the application can realize the work of various drive modes, and meet the requirement of people on the diversity of the drive modes. In addition, since the speed change system 100 and the hybrid drive assembly 200 are shared by the flight mechanism 4031 and the traveling mechanism 4051, the weight of the hybrid drive assembly 200 as a whole is facilitated, and the flight power requirement is reduced. Hybrid drive assembly 200 adopts first motor 201, second motor 203 and engine 205 to provide power, helps realizing the power backup between fuel power and the electric energy power, compares in pure electric aerocar, can promote the continuation of driving range of aerocar 400 flight state and land state by a wide margin, improves aerocar 400's security.
Further, when the third clutch 365 is not engaged with the traveling mechanism 4051 and is not engaged with the flight mechanism 4031, the motion may be transferred to the first motor 201 through the first clutch 323 to realize a first power generation mode by using the operation of the power generator 205, or the motion may be transferred to the second motor 203 through the first clutch 323, the second clutch 363 and the first transmission system 52 to realize a second power generation mode, and the first power generation mode and the second power generation mode may drive the first motor 201 and the second motor 203 to operate and generate power, so that the electric energy is stored in the power battery pack 207, and the conversion of the backup energy may be effectively provided, so that the operation of the flying vehicle 400 is safer and more reliable.
In the present embodiment, the first transmission system 52 includes a first transmission mechanism 521 and a second transmission mechanism 523. The first transmission mechanism 521 is in transmission connection with the second shaft system 34, and is selectively in transmission connection with the first clutch 323 and the second clutch 363; the second transmission mechanism 523 is in transmission connection with the second shaft system 34, and is selectively in transmission connection with the first clutch 323 and the second clutch 363. When the first clutch 323 is engaged with the first transmission mechanism 521, the interlocking between the first shaft system 32 and the second shaft system 34 can be achieved; when the first clutch 323 is engaged with the second transmission 523, the first and second shafting 32 and 34 can be interlocked with each other. When the second clutch 363 is engaged with the first transmission 521, the interlocking between the second and third gear trains 34 and 36 can be achieved; when the second clutch 36 is engaged with the second transmission 523, the linkage between the second and third gear trains 34 and 36 can also be achieved. The first and second transmissions 521, 523 may each include one or more transmission structures, for example, the transmission structures may include a transmission shaft, a gear train reducer, a gear train drive train, or the like, wherein the gear train includes, but is not limited to including: at least one of a cylindrical gear (such as a spur gear, a helical gear, a cambered gear, a herringbone gear, and the like), a bevel gear (such as a spur gear, a helical gear, a cambered gear, a herringbone gear, and the like), a gear of a planetary gear train, and the like; for another example, the transmission structure may also be a worm gear and worm transmission system, or other mechanical transmission structure, for transmitting the motion between the first shaft system 32, the second shaft system 34, and the third shaft system 36.
In this embodiment, the first transmission mechanism 521 and the second transmission mechanism 523 are respectively connected to the second spindle 341 in a transmission manner; the first clutch 323 is used for engaging and disengaging the linkage relation between the first main shaft 321 and at least one of the first transmission mechanism 521 and the second transmission mechanism 523; the second clutch 363 is used for clutching the linkage relationship between the first transmission mechanism 521 and the third main shaft 361, and for clutching the linkage relationship between the second transmission mechanism 523 and the third main shaft 361. Therefore, based on the first transmission mechanism 521 and the second transmission mechanism 523 of the first transmission system 52, the hybrid drive assembly 200 of the present embodiment can have different operation modes in both the flight mode and the land mode of the flying vehicle 400, and a plurality of drive modes of the hybrid drive assembly 200 of the present embodiment will be described below with reference to fig. 3 to 6.
Referring to fig. 3, when the engine 205 is connected to the first main shaft 321 through the first coupling interface 325, the third clutch 365 is engaged with the traveling mechanism 4051, and if the first clutch 323 and the second clutch 363 are both engaged with the second transmission mechanism 523, the hybrid drive system 200 can implement the single-motor electric-only drive mode, the dual-motor electric-only drive mode, the single-motor hybrid drive mode, and the dual-motor hybrid drive mode in the land mode. Specifically, the dotted arrows in the figure indicate the motion transmission direction, the motion of the first motor 201 may be sequentially transmitted to the traveling mechanism 4051 through the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365, the motion of the second motor 203 may be sequentially transmitted to the traveling mechanism 4051 through the second main shaft 341, the second transmission system 523, the second clutch 363, the third main shaft 361, and the third clutch 365, and the motion of the engine 205 may be sequentially transmitted to the traveling mechanism 4051 through the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365; during driving, the required driving source, such as at least one of the first motor 201, the second motor 203, and the engine 205, may be turned on according to the driving requirement.
In this embodiment, in order to transmit or cut off a transmission link between the first motor 201 and the first spindle 321, the first spindle 321 may be connected to an output shaft of the first motor 201 through a coupling (not shown in the figure), and when power input by the first motor 201 is required, the coupling is controlled to be in an engaged state, that is, the first motor 201 and the first spindle 321 can be linked; when the first motor 201 is not required to input power, the coupling is controlled to be in a disconnected state, that is, the transmission between the first motor 201 and the first spindle 321 can be cut off. The coupling may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type of clutch. Similarly, the second spindle 341 may also be connected to the output shaft of the second motor 203 by a coupling in order to transmit or disconnect the transmission link between the second motor 203 and the second spindle 341.
In order to transmit or cut off the transmission link between the engine 205 and the first main shaft 321, in some embodiments, the transmission system 100 may further include an engine coupler 38, wherein the engine coupler 38 is connected to the output end of the engine 205 and is used for clutching the motion connection relationship between the engine 205 and the first coupling interface 325 on the first main shaft 321. The engine coupling 38 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type of clutch. It should be noted that in some other embodiments of the present application, the engine 205 may be selectively connected to any one of the first coupling interface 325, the second coupling interface 343, and the third coupling interface 367, and the engine coupler 38 is used to couple or decouple any one of the first coupling interface 325, the second coupling interface 343, and the third coupling interface 367 with the engine 205. It is noted that in this specification, "clutching" a linkage relationship between a certain component and another component should be understood as "transmitting or disconnecting" a transmission link between the certain component and another component so that motion of the certain component can be transmitted to the another component or so that motion of the certain component cannot be transmitted to the another component; alternatively, the motion of another component may be transmitted to or not transmitted to a component.
Referring to fig. 4, when the engine 205 is connected to the first main shaft 321 through the first coupling interface 325, and the third clutch 365 is engaged with the traveling mechanism 4051, if the first clutch 323 is engaged with the second transmission mechanism 523 and the second clutch 363 is engaged with the first transmission mechanism 361, similarly, based on the transmission structure of the transmission system 100 provided in this embodiment, the hybrid drive system 200 can implement the single-motor electric-only drive mode, the dual-motor electric-only drive mode, the single-motor hybrid drive mode, and the dual-motor hybrid drive mode in the land mode. Specifically, the dashed arrows in the figure indicate the motion transmission direction, the motion of the first motor 201 may be sequentially transmitted to the traveling mechanism 4051 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361, and the third clutch 365, the motion of the second motor 203 may be sequentially transmitted to the traveling mechanism 4051 via the second main shaft 341, the first transmission system 521, the second clutch 363, the third main shaft 361, and the third clutch 365, and the motion of the engine 205 may be sequentially transmitted to the traveling mechanism 4051 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361, and the third clutch 365; during driving, the required driving source, such as at least one of the first motor 201, the second motor 203, and the engine 205, may be turned on according to the driving requirement.
Referring to fig. 5, when the engine 205 is connected to the first main shaft 321 through the first coupling interface 325, the third clutch 365 is engaged with the flight mechanism 4031, if the first clutch 323 and the second clutch 363 are both engaged with the second transmission mechanism 523, the hybrid drive system 200 can implement a single-motor electric-only drive mode, a dual-motor electric-only drive mode, a single-motor hybrid drive mode, and a dual-motor hybrid drive mode in the flight mode. Specifically, the dashed arrows in the figure indicate the transmission direction of motion, the motion of the first motor 201 may be sequentially transmitted to the flight mechanism 4031 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365, the motion of the second motor 203 may be sequentially transmitted to the flight mechanism 4031 via the second main shaft 341, the second transmission system 523, the second clutch 363, the third main shaft 361, and the third clutch 365, and the motion of the engine 205 may be sequentially transmitted to the flight mechanism 4031 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365; during driving, the required driving source, such as at least one of the first motor 201, the second motor 203, and the engine 205, may be turned on according to the driving requirement.
Referring to fig. 4, when the engine 205 is connected to the first main shaft 321 through the first coupling interface 325, the third clutch 365 is engaged with the flight mechanism 4031, if the first clutch 323 is engaged with the second transmission mechanism 523 and the second clutch 363 is engaged with the first transmission mechanism 361, similarly, based on the transmission structure of the transmission system 100 provided in this embodiment, the hybrid drive system 200 can implement a single-motor electric-only drive mode, a dual-motor electric-only drive mode, a single-motor hybrid drive mode, and a dual-motor hybrid drive mode in the flight mode. Specifically, the dotted arrows in the figure indicate the transmission directions of the motions, the motion of the first motor 201 may be sequentially transmitted to the flight mechanism 4031 through the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361 and the third clutch 365, the motion of the second motor 203 may be sequentially transmitted to the flight mechanism 4031 through the second main shaft 341, the first transmission system 521, the second clutch 363, the third main shaft 361 and the third clutch 365, and the motion of the engine 205 may be sequentially transmitted to the flight mechanism 4031 through the first main shaft 321, the first clutch 521, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 363, the second clutch 363, the third main shaft 361 and the third clutch 365; during driving, the required driving source, such as at least one of the first motor 201, the second motor 203, and the engine 205, may be turned on according to the driving requirement.
For the sake of brevity, other transmission situations are not listed in the present specification, for example, a combination of transmission links, such as a situation where the first clutch 323 and the second clutch 363 are both engaged with the first transmission system 521, a situation where the first clutch 323 is engaged with the first transmission system 521 and the second clutch 363 is engaged with the second transmission system 523, or a situation where the first clutch 523 is engaged with the first transmission system 521/the second transmission system 523 and the second clutch 363 is in the middle position and disconnected, a situation where the second clutch 523 is engaged with the first transmission system 521/the second transmission system 523 and the first clutch 363 is in the middle position and disconnected, can be known according to the structure of the transmission system 100 provided in the present application and the corresponding driving mode is realized.
With regard to some specific examples and transmission relationships of the shafting and the transmission mechanisms in the embodiments of the present application, reference will be made to the following description in conjunction with the specific drawings.
Referring to fig. 7, in the present embodiment, the second shaft system 34 further includes a first output gear b and a second output gear a. The first output gear b is coaxially connected to the second main shaft 341 and rotates following the second main shaft 341, for example, the first output gear b may be splined to the second main shaft 341. The first output gear b is in transmission connection with the first transmission mechanism 521, and when the second main shaft 341 rotates, the first transmission mechanism 521 is driven to operate by the first output gear b. The second output gear a is coaxially connected to the second main shaft 341 and rotates following the second main shaft 341, for example, the second output gear a may be splined to the second main shaft 341. The second output gear a is in transmission connection with the second transmission mechanism 523, and when the second spindle 341 rotates, the second transmission mechanism 523 is driven to operate by the second output gear a. The first output gear b and the second output gear a may be cylindrical gears, such as spur gears, helical gears, cambered gears, herringbone gears, and the like.
The first transmission mechanism 521 includes a first gear d, which is coaxially disposed with the third main shaft 361 and is engaged with the first output gear d. Specifically, the third main shaft 361 may be disposed through the center of the first gear d, and the third main shaft 361 and the first gear d may rotate relatively, for example, may be connected through a bearing. The second transmission mechanism 523 includes a second gear c, which is disposed coaxially with the third main shaft 361 and is engaged with the second output gear a. Specifically, the third main shaft 361 may be disposed through the center of the second gear c, and the third main shaft 361 and the second gear c may rotate relatively, for example, may be connected by a bearing. In this embodiment, the second clutch 363 is disposed on the third main shaft 361 and between the first gear d and the second gear c. The second clutch 363 is selectively connected to the first gear d or the second gear c to clutch the linkage relationship between the first transmission 521 and the third main shaft 361, or to clutch the linkage relationship between the second transmission 523 and the third main shaft 361.
In some embodiments, the first transmission mechanism 521 may further include a third gear e, which is coaxially disposed with the first main shaft 321 and is engaged with the first gear d. Specifically, the first main shaft 321 may penetrate through the center of the third gear e, and the first main shaft 321 and the third gear e may rotate relative to each other, for example, the first main shaft 321 and the third gear e may be connected by a bearing. The second transmission 523 may further include a fourth gear f disposed coaxially with the first main shaft 321 and engaged with the second gear c. Specifically, the first main shaft 321 may penetrate through the center of the fourth gear f, and the first main shaft 321 and the fourth gear f may rotate relatively, for example, may be connected through a bearing. In the present embodiment, the first coupler 323 is disposed on the first main shaft 321 between the third gear e and the fourth gear f. The first clutch 323 is selectively connected to the third gear e or the fourth gear f to clutch the linkage relationship between the first transmission 521 and the first main shaft 321, or the linkage relationship between the second transmission 523 and the first main shaft 321.
In some embodiments, the first shafting 32 may also include a first input gear m and a second input gear g. The three output gears m are coaxially connected to the first main shaft 321 and rotate with the first main shaft 321, for example, the first input gear m may be splined to the first main shaft 321. The second input gear g meshes with the first input gear m and together with the first input gear m serves as a first coupling 325 for connecting the output of the engine 205 via the engine coupling 38. For example, the gear shaft of the second input gear g may be connected to the engine coupling 38 so as to receive the power input from the engine 205 through the engine coupling 38. It should be understood that, based on the transmission structure provided in the present embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in each driving mode, the present embodiment can also implement a plurality of driving modes, and the specific engagement states and driving modes are not described herein again.
Based on the present embodiment, the first input gear m and the second input gear g are used together as the first coupling port 325 to connect with the engine 205, and it should be understood that in other embodiments, the first coupling port 325 may have other configurations.
For example, referring to fig. 8, in the embodiment shown in fig. 8, the first input gear m and the second input gear g are omitted, and the engine 205 may be directly connected to the first main shaft 321 through the engine coupler 38, in this case, the connection portion of the first main shaft 321 and the engine coupler 38 is the first coupling interface 325, and the first coupling interface 325 may be a part of the first main shaft 321, such as a shaft shoulder or an output/input flange, as long as the connection between the first main shaft 321 and the engine coupler 38 is achieved. It should be understood that, based on the transmission structure provided by the present embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in each driving mode, the present embodiment can also implement multiple driving modes, and the specific engagement states and driving modes are not described herein again.
For another example, referring to fig. 9, in the embodiment shown in fig. 9, the first input gear m is omitted, and the motor 205 may be indirectly connected to the first main shaft 321 through the motor coupler 38 and the second input gear g. Specifically, in the embodiment shown in fig. 9, the second transmission mechanism 523 is modified relative to the embodiment described above: the fourth gear f is coaxially arranged on the first spindle 321, and can rotate relative to the first spindle 321, and the fourth gear f is not meshed with the second gear c; the gear shaft of the second input gear g is connected to the engine coupler 38, and the second input gear g is meshed with the fourth gear f. When the engine coupling 38 is in the engaged state and the first clutch 323 is engaged with the fourth gear f, the driving force of the engine 205 can be transmitted to the first main shaft 321 via the engine coupling 38, the second input gear g, the fourth gear f, and the first clutch 323 in this order. In the present embodiment, the second input gear g and the fourth gear f can be considered as the first coupling interface 325; alternatively, the fourth gear f can also be considered separately as a first coupling interface 325, which is connected to the engine coupling 38 via the second input gear g. Further, in the present embodiment, since the fourth gear f is not directly engaged with the second gear c, and is in transmission connection with the first main shaft 321 by means of the first clutch 323, at this time, the first clutch 323 can be used to engage or disengage the transmission link between the engine 205 and the first main shaft 321, so the engine coupling 38 of the present embodiment can be omitted, and the first clutch 323 can be used to replace the function of the engine coupling 38. It should be understood that, based on the transmission structure provided in the present embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in each driving mode, the present embodiment can also implement a plurality of driving modes, and the specific engagement states and driving modes are not described herein again.
In the embodiment of fig. 9, one possible modification to the details of the second transmission 523 and one possible modification to the details of the first coupling interface 325 is made with respect to the embodiment of fig. 7, and in other embodiments, another modification to the details of the first transmission 521 in the embodiment of fig. 7 may be made, such as the embodiment of fig. 10. In contrast to the embodiment shown in fig. 7, in the embodiment shown in fig. 10, the fourth gear f of the second transmission mechanism 523 is omitted, and the first clutch 323 is used for engaging and disengaging the linkage relationship between the first transmission mechanism 521 and the first main shaft 321. The transmission system 100 achieves engagement or disengagement of transmission links among the first, second and third gear trains 32, 34, 36 by the first clutch 323, the first transmission 321, and the second clutch 363. It should be understood that, based on the transmission structure provided in the present embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in each driving mode, the present embodiment can also implement a plurality of driving modes, and the specific engagement states and driving modes are not described herein again.
In other embodiments, the detailed structure of the first transmission mechanism 521 in the embodiment shown in fig. 7 can be modified, for example, the embodiment shown in fig. 11. With respect to the embodiment shown in fig. 7, in the embodiment shown in fig. 11, the third gear e of the first transmission mechanism is omitted, and the first clutch 323 is used for engaging and disengaging the linkage relationship between the second transmission mechanism 523 and the first main shaft 321. The transmission system 100 achieves engagement or disengagement of transmission links among the first, second and third gear trains 32, 34 and 36 through the first clutch 323, the second transmission mechanism 323 and the second clutch 363. It should be understood that, based on the transmission structure provided in the present embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in each driving mode, the present embodiment can also implement a plurality of driving modes, and the specific engagement states and driving modes are not described herein again.
Further, in the embodiment of the present application, in order to meet the speed change requirement of transmitting the driving force to the traveling mechanism 4051 or the flight mechanism 4031, the speed change system 100 may further include the second transmission system 54 and the third transmission system 56. The second transmission system 54 is used for being in transmission connection with the walking mechanism 4051, the third transmission system is used for being in transmission connection with the flying mechanism 4031, and the third clutch 345 is selectively connected to the second transmission system 54 or the third transmission system 56 so as to clutch the linkage relation between the third main shaft 361 and the walking mechanism 4051 or the flying mechanism 4031. In the present embodiment, the second transmission system 54 and the third transmission system 56 may each include one or more transmission structures, for example, the transmission structures may include a transmission shaft, a gear set reducer, a gear set transmission system, etc., wherein the gear set includes, but is not limited to including: at least one of a cylindrical gear (such as a spur gear, a helical gear, a cambered gear, a herringbone gear, etc.), a bevel gear (such as a spur gear, a helical gear, a cambered gear, a herringbone gear, etc.), a gear of a planetary gear train, and the like; for another example, the transmission structure may also be a worm gear and worm transmission structure or other mechanical transmission structure, so as to transmit the motion between the third shaft system 36 and the walking mechanism 4051 or between the third shaft system 36 and the flying mechanism 4031.
Referring to fig. 12, in the present embodiment, the second transmission system 54 includes a first driving gear h and a second driving gear i, the first driving gear h is disposed coaxially with the third main shaft 361, the third main shaft 361 can be disposed through the center of the first driving gear h, and the third main shaft 361 and the first driving gear h can rotate relatively, for example, the first driving gear h and the third driving gear h can be connected by a bearing. The third clutch 365 is selectively engaged with or disengaged from the first driving gear h, so as to clutch the linkage relationship between the third main shaft 361 and the second transmission system 54 and the traveling mechanism 4051. The second driving gear i is meshed with the first driving gear h and is used for being in transmission connection with the travelling mechanism 4051. In other embodiments, the third transmission system 56 may also design other transmission structures according to actual transmission requirements, and the description of the present specification is omitted.
The third transmission system 56 includes a third driving gear j and a fourth driving gear k, the third driving gear j is disposed coaxially with a third main shaft 361, the third main shaft 361 may be disposed through the center of the third driving gear j, and the third main shaft 361 and the third driving gear j may rotate relatively, for example, the third main shaft 361 and the third driving gear j may be connected through a bearing. The third clutch 365 can be selectively engaged with or disengaged from the third driving gear j, so as to clutch the linkage relationship between the third main shaft 361 and the third transmission system 56 and the flight mechanism 4031. The four-drive gear k is meshed with the third drive gear j and is used for being in transmission connection with the flight mechanism 4031.
The third clutch 365 is disposed between the first drive gear h and the third drive gear j, is coaxially connected to the third main shaft 361, and is driven by the third main shaft 321 to rotate synchronously. The third clutch 365 is selectively connected to the first driving gear h or the third driving gear j to clutch the third main shaft 361 to the walking mechanism 4051 or the flying mechanism 4031.
Further, in this embodiment, the third transmission system 56 may further include a first bevel gear x and a second bevel gear y. The first bevel gear x is coaxially connected with the fourth drive gear k and rotates along with the fourth drive gear k. The second bevel gear y is meshed with the first bevel gear x and is used for connecting a rotating shaft of the flight mechanism 4031. By arranging the first bevel gear x and the second bevel gear y, the rotating shaft direction of the rotating motion transmitted from the third shaft system 36 to the third transmission system 56 can be changed, and the specific installation requirements of the flight mechanism 4031 can be met. Of course, in other embodiments, the third transmission system 56 may also design other transmission structures according to actual transmission requirements, and details are not described herein again.
Referring to fig. 13, a specific driving mode of the transmission system 100 and the hybrid driving assembly 200 provided in the present application will be described in detail with reference to a specific implementation manner in the embodiment of the present application. Without being limited in any way, the embodiment shown in fig. 13 may incorporate any one or more of the features provided by the previous embodiments, wherein the hybrid drive assembly 200 includes a first electric machine 201, a second electric machine 203, an engine 205, and the transmission system 100 described above; the transmission system 100 includes a first shaft system 32, a second shaft system 34, a third shaft system 36, a first transmission system 52, a second transmission system 54, and a third transmission system 56.
Based on the embodiment of fig. 13, in conjunction with fig. 14 to fig. 48, the engine 205 is connected to the first main shaft 321 as an example, a dotted arrow in the figure points to a transmission direction of motion, and directional words such as "left" and "right" mentioned below are all used as reference directions, and should not be taken as a limitation to the features of the present disclosure in a specific embodiment.
1. Single-motor pure electric drive mode in land mode
The single-motor pure electric driving mode (hereinafter referred to as land EV single motor) in the land mode has six gears, and the specific implementation mode is as follows:
referring to fig. 14, land EV single motor first gear: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is positioned right to engage the second gear c; the engine coupling 38 is in the disengaged state, and the first electric machine 201 is driven.
Referring to fig. 15, the single-motor second gear of the land EV: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in the disengaged state, and the first electric machine 201 is driven.
Referring to fig. 16, EV single-motor three-gear by land: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupling 38 is in the disengaged state, and the second electric machine 203 is driven.
Referring to fig. 17, EV single-motor four-gear by land: the third clutch 365 is positioned to the left to engage the first drive gear h; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in the disengaged state, and the second electric machine 203 is driven.
Referring to fig. 18, EV land-based single-motor fifth gear: the third clutch 365 is positioned to the left to engage the first drive gear h; the first clutch 323 is arranged at the right and is engaged with the fourth gear f; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in the disengaged state, and the first electric machine 201 is driven.
Referring to fig. 19, EV single-motor six-gear on land: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupling 38 is in the disengaged state, and the first electric machine 201 is driven.
2. Dual-motor pure electric drive mode in land mode
The dual-motor pure electric drive mode (hereinafter referred to as dual-motor EV) in the land mode has four gears, and the specific implementation manner is as follows:
referring to fig. 20, the land EV dual-motor first gear: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupling 38 is in the disengaged state, in which the second electric machine 203 and the first electric machine 201 are driven simultaneously.
Referring to fig. 21, the two-motor two-gear EV: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in the disengaged state, in which the second electric machine 203 and the first electric machine 201 are driven simultaneously.
Referring to fig. 22, land EV dual-motor third gear: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in the disengaged state, in which the second electric machine 203 and the first electric machine 201 are driven simultaneously.
Referring to fig. 23, land EV dual-motor fourth gear: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is arranged at the right and is engaged with the fourth gear f; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupling 38 is in the disengaged state, in which the second electric machine 203 and the first electric machine 201 are driven simultaneously.
3. Hybrid drive mode in land mode
In a hybrid drive mode (hereinafter referred to as land hybrid) in the land mode, there are six gears, and the specific implementation manner is as follows:
referring to fig. 24, the land mixing first gear: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupler 38 is in a coupled state, and at this time, the engine 205 drives the first motor 201 to generate power, and the second motor 203 drives.
Referring to fig. 25, the two levels of land mixing: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is left to engage with the first gear d; the engine coupler 38 is in a coupled state, and at this time, the engine 205 drives the first motor 201 to generate power, and the second motor 203 drives.
Referring to fig. 26, three engines of land-based hybrid motion and one gear: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupler 38 is in a combined state, and at the moment, the engine 205, the first motor 201 and the second motor 203 are driven by three power sources together.
Please refer to fig. 27, three engines and two engines are mixed and moved in the land: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is left-hand and engaged with the first gear d; the engine coupler 38 is in a combined state, and the engine 205, the first motor 201 and the second motor 203 are driven by the three power sources together.
Please refer to fig. 28, three phases of land mixing motion: the third clutch 365 is left to engage with the first drive gear h; the first clutch 323 is left-hand and engaged with the third gear e; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupler 38 is in a combined state, and at the moment, the engine 205, the first motor 201 and the second motor 203 are driven by three power sources together.
Referring to fig. 29, the land-based hybrid three-engine four-gear: the third clutch 365 is positioned to the left to engage the first drive gear h; the first clutch 323 is left-hand and engaged with the third gear e; the second clutch 363 is left-hand and engaged with the first gear d; the engine coupler 38 is in a combined state, and at the moment, the engine 205, the first motor 201 and the second motor 203 are driven by three power sources together.
4. In-situ power generation mode in land mode
The in-situ power generation mode (hereinafter referred to as in-situ power generation) in the land mode has three gears, and the specific implementation mode is as follows:
referring to fig. 30, the first gear is generated in situ: the third clutch 365 is arranged in the middle and is not meshed with any gear; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is arranged in the middle and is not meshed with any gear; the engine coupler 38 is in the engaged state, and the electric motor 205 is operated to generate electric power by the first electric machine 201.
Referring to fig. 31, in-situ generation of the second gear: the third clutch 365 is arranged in the middle and is not meshed with any gear; the first clutch 323 is arranged at the right and is engaged with the fourth gear f; the second clutch 363 is arranged in the middle and is not meshed with any gear; the engine coupler 38 is in the engaged state, and the electric motor 205 is operated to generate electric power simultaneously with the second electric machine 203 and the first electric machine 201.
Referring to fig. 32, the in-situ power generation has three stages: the third clutch 365 is arranged in the middle and is not meshed with any gear; the first clutch 323 is left to engage with the third gear e; the second clutch 363 is arranged in the middle and is not meshed with any gear; the engine coupler 38 is in the engaged state, and the generator 205 is operated to generate electric power simultaneously with the second electric machine 203 and the first electric machine 201.
5. Single-motor pure electric drive mode in flight mode
In the flight mode, a single-motor pure electric drive mode (hereinafter referred to as a flight EV single motor) has six gears, and the specific implementation mode is as follows:
referring to fig. 33, flight EV single motor first gear: the third clutch 65 is positioned to the right and engaged with the third drive gear j; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is positioned right to engage the second gear c; when the engine coupler 38 is in the disengaged state, the first motor 201 is driven, and power is output to the flight mechanism 4031.
Referring to fig. 34, the EV flight second gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in a disengaged state, and the first electric machine 201 is driven, and the power is output to the flight 4031.
Referring to fig. 35, flight EV single-motor third gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is positioned right to engage the second gear c; the engine coupling 38 is in the disengaged state, and the second electric machine 203 is driven, and the power is output to the flight mechanism 4031.
Referring to fig. 36, flight EV single-motor fourth gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is left to engage with the first gear d; the engine coupling 38 is in the disengaged state, and the second electric machine 203 is driven, and the power is output to the flight mechanism 4031.
Referring to fig. 37, flight EV single-motor fifth gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is left to engage with the first gear d; when the engine coupler 38 is in the disengaged state, the first motor 201 is driven, and power is output to the flight mechanism 4031.
Referring to fig. 38, flight EV single-motor six-gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupling 38 is in a disengaged state, and the first electric machine 201 is driven, and the power is output to the flight 4031.
6. Dual-motor pure electric drive mode in flight mode
The dual-motor pure electric driving mode (hereinafter referred to as flight EV dual motors) in the flight mode has four gears, and the specific implementation mode is as follows:
referring to fig. 39, flight EV dual-motor first gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupler 38 is in a disengaged state, and at this time, the second motor 203 and the first motor 201 are simultaneously driven, and power is output to the flight mechanism 4031.
Referring to fig. 40, the flight EV has two motors: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is left-hand to engage with the third gear e; the second clutch 363 is left to engage with the first gear d; the engine coupler 38 is in a disengaged state, and at this time, the second motor 203 and the first motor 201 are simultaneously driven, and power is output to the flight mechanism 4031.
Referring to fig. 41, flight EV dual-motor third gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is left to engage with the first gear d; the engine coupler 38 is in a disengaged state, and at this time, the second motor 203 and the first motor 201 are simultaneously driven, and power is output to the flight mechanism 4031.
Referring to fig. 42, the flight EV dual-motor fourth gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupler 38 is in a separated state, and the second motor 203 and the first motor 201 are driven simultaneously, and power is output to the flight mechanism 4031.
7. Hybrid drive mode in flight mode
The hybrid drive mode (hereinafter referred to as hybrid flight) in the flight mode has six gears, and the specific implementation mode is as follows:
referring to fig. 43, the flight mixes the first gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is positioned right to engage the second gear c; the engine coupler 38 is in a combined state, at this time, the engine 205 drives the first motor 201 to generate power, the second motor 203 drives, and the power is output to the flight mechanism 4031.
Referring to fig. 44, the second gear of the flying mixture: the third clutch 65 is positioned to the right and engaged with the third drive gear j; the first clutch 323 is arranged in the middle and is not meshed with any gear; the second clutch 363 is left to engage with the first gear d; the engine coupler 38 is in a coupled state, and at this time, the engine 205 drives the first motor 201 to generate power, and the second motor 203 drives.
Referring to fig. 45, the flight mixing action three engine one gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is positioned to the right to engage the second gear c; the engine coupler 38 is in a combined state, and at this time, the three power sources of the engine 205, the first electric machine 201 and the second electric machine 203 are driven together, and power is output to the flight mechanism 4031.
Referring to fig. 46, the flight mixing action is three counts and two counts: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is right, engaged with the fourth gear f; the second clutch 363 is left-hand and engaged with the first gear d; the engine coupler 38 is in a combined state, and at this time, the three power sources of the engine 205, the first electric machine 201 and the second electric machine 203 are driven together, and power is output to the flight mechanism 4031.
Referring to fig. 47, the flight mixed-action three engine three speeds: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is left-hand and engaged with the third gear e; the second clutch 363 is positioned right to engage the second gear c; the engine coupler 38 is in a combined state, and at the moment, the engine 205, the first motor 201 and the second motor 203 are driven by the three power sources together, and the power is output to the flight mechanism 4031.
Referring to fig. 48, the flight hybrid three engine four gear: the third clutch 65 is positioned to the right and is engaged with the third drive gear j; the first clutch 323 is left-hand and engaged with the third gear e; the second clutch 363 is left-hand and engaged with the first gear d; the engine coupler 38 is in a combined state, and at this time, the engine 205, the first electric machine 201, and the second electric machine 203 are driven together by three power sources, and power is output to the flight mechanism 4031.
The correspondence table of the respective drive modes and the engaged states of the respective clutches provided above in fig. 14 to 48 is shown in table 1 below.
TABLE 1 drive mode and Clutch engagement State correspondence Table
Figure BDA0003907885370000141
Figure BDA0003907885370000151
Therefore, the transmission system 100 and the hybrid drive system 200 according to the embodiments of the present application couple the drive of the flight power system 403 and the drive of the land power system 401 into one power system, and select an output member by the coupling device (a plurality of clutches) to switch the application scenarios of the power systems, thereby achieving integration and weight reduction of the two power systems. Further, the transmission system 100 integrates a multi-power system including the engine 205 and two motors (i.e., the first motor 201 and the second motor 203), and can implement multiple different operating modes, such as pure electric single-motor driving, dual-motor driving, single-motor driving while engine generating, parking generating (e.g., two motors while generating), three-engine driving while driving, and the like. Multiple gears of a single motor can be driven in a pure electric mode through optimization control of system logic; and the range of the high-efficiency rotating speed range of the motor is expanded by introducing a plurality of gear speed ratios, the requirement on the performance of the motor is reduced, and the size of the motor can be reduced.
In the embodiment of the application, both the first motor 201 and the second motor 203 can be used as a driving motor and a generator, a most suitable motor can be selected according to the efficiency interval of the engine 205 for power generation, and when the rotating speed of the engine 205 changes, the most suitable working condition at present, namely one power generation and the other driving, can be flexibly selected, the definition of the generator is weakened, and the requirements of different driving states are met.
To sum up, the variable speed system, the hybrid drive assembly and the hovercar that this application embodiment provided can realize the work of multiple drive mode, satisfy people to the demand of the variety of drive mode. In addition, since the speed change system 100 and the hybrid drive assembly 200 are shared by the flight mechanism 4031 and the traveling mechanism 4051, the weight of the hybrid drive assembly 200 as a whole is facilitated, and the flight power requirement is reduced. Hybrid drive assembly 200 adopts first motor 201, second motor 203 and engine 205 to provide power, helps realizing the power backup between fuel power and the electric energy power, compares in pure electric aerocar, can promote the continuation of the journey mileage of aerocar 400 flight state and land state by a wide margin, improves aerocar 400's security.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not necessarily depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims (18)

1. A speed change system is characterized by being applied to a flying automobile, wherein the flying automobile comprises a first motor, a second motor, an engine, a traveling mechanism and a flying mechanism; the transmission system includes:
the first shafting is used for being connected with the first motor and driven by the first motor;
the second shaft system is used for being connected with the second motor and driven by the second motor;
the third shaft system is used for being selectively connected with the travelling mechanism or the flying mechanism; and
the first transmission system is in transmission connection with the second shaft system and can be selectively in transmission connection with the first shaft system or/and the third shaft system;
the first shaft system comprises a first main shaft and a first clutch, and the first main shaft is used for connecting the output end of the first motor; the first main shaft is also used for connecting the engine; the first clutch is coaxially connected to the first main shaft and rotates along with the first main shaft;
the first transmission system is selectively connected with the first clutch; the first clutch is used for clutching the linkage relation between the first transmission system and the first main shaft;
the second shaft system comprises a second main shaft which is used for connecting the output end of the second motor;
the third shaft system comprises a third main shaft, a second clutch and a third clutch;
the second clutch is coaxially connected to the third main shaft and rotates along with the third main shaft; the second clutch is selectively connected with the first transmission system and used for clutching the linkage relation of the first transmission system and the third main shaft;
the third clutch is coaxially connected to the third main shaft and rotates along with the third main shaft; the third clutch is used for engaging and disengaging the linkage relation between the third main shaft and the travelling mechanism or the flying mechanism.
2. The transmission system of claim 1, wherein the first transmission system comprises a first transmission mechanism and a second transmission mechanism, and the first transmission mechanism and the second transmission mechanism are respectively in transmission connection with the second main shaft; the first clutch is used for clutching the linkage relation between at least one of the first transmission mechanism and the second transmission mechanism and the first main shaft; the second clutch is used for engaging and disengaging the linkage relation between the first transmission mechanism and the third main shaft and the linkage relation between the second transmission mechanism and the third main shaft.
3. The transmission system of claim 2, wherein the second gear train further comprises a first output gear and a second output gear, the first output gear is coaxially connected to and rotates with the second main shaft, and the first output gear is in transmission connection with the first transmission mechanism; the second output gear is coaxially connected to the second main shaft and rotates along with the second main shaft, and the second output gear is in transmission connection with the second transmission mechanism.
4. The transmission system of claim 3, wherein the first transmission includes a first gear disposed coaxially with the third main shaft and meshed with the first output gear;
the second transmission mechanism comprises a second gear, and the second gear is coaxially arranged with the third main shaft and is meshed with the second output gear; the second clutch is selectively connected to the first gear or the second gear to clutch the linkage relationship between the first transmission mechanism and the third main shaft or the linkage relationship between the second transmission mechanism and the third main shaft.
5. The transmission system of claim 4, wherein the first transmission further comprises a third gear disposed coaxially with the first main shaft and meshed with the first gear; the second transmission mechanism further comprises a fourth gear, and the fourth gear is coaxially arranged with the first main shaft and is meshed with the second gear; the first clutch is selectively connected to the third gear or the fourth gear to clutch the linkage relationship between the first transmission mechanism and the first main shaft or the linkage relationship between the second transmission mechanism and the first main shaft.
6. The transmission system of claim 4, wherein the first transmission further comprises a third gear disposed coaxially with the first main shaft and meshed with the first gear; the first clutch is selectively connected to the third gear so as to clutch the linkage relationship between the first transmission mechanism and the first main shaft.
7. The transmission system according to claim 4, wherein the second transmission mechanism further includes a fourth gear that is disposed coaxially with the first main shaft and that meshes with the second gear; the first clutch is selectively connected to the fourth gear so as to clutch the linkage relationship between the second transmission mechanism and the first main shaft.
8. The transmission system of claim 4, wherein the first transmission further comprises a third gear disposed coaxially with the first main shaft and meshed with the first gear; the second transmission mechanism further comprises a fourth gear, and the fourth gear is coaxial with the first main shaft; the first clutch is selectively connected to the third gear or the fourth gear to clutch the linkage relationship between the first transmission mechanism and the first main shaft or the linkage relationship between the second transmission mechanism and the first main shaft; the first shaft system further comprises a second input gear, the second input gear is used for being connected with the output end of the engine and meshed with the fourth gear.
9. The transmission system according to any one of claims 1 to 8, further comprising an engine coupler for connecting to an output of the engine and for clutching a drive connection between any one of the first main shaft, the second main shaft and the third main shaft and the engine.
10. The transmission system of claim 9, wherein the first axle train further comprises a first input gear coaxially connected to and rotating with the first main shaft and a second input gear meshed with the first input gear; the second input gear is used for being connected with the output end of the engine through the engine coupler.
11. The transmission system according to any one of claims 1 to 8, further comprising a second transmission system for driving connection with the running gear and a third transmission system for driving connection with the flying gear, wherein the third clutch is selectively connectable to the second transmission system or the third transmission system for clutching the third main shaft in linkage relation with the running gear or the flying gear.
12. The transmission system of claim 11, wherein the second transmission system includes a first drive gear and a second drive gear, the first drive gear being disposed coaxially with the third main shaft, the second drive gear being engaged with the first drive gear and being for driving connection with the running gear;
the third transmission system comprises a third driving gear and a fourth driving gear, the third driving gear and the third main shaft are coaxially arranged, and the fourth driving gear is meshed with the third driving gear and is used for being in transmission connection with the flight mechanism;
the third clutch can be selectively connected with the first driving gear or the third driving gear so as to clutch the linkage relation between the third main shaft and the walking mechanism or the flying mechanism.
13. The transmission system of claim 12, wherein the third transmission system further comprises a first bevel gear and a second bevel gear, the first bevel gear being coaxially coupled to the four-drive gear, the second bevel gear being engaged with the first bevel gear and being coupled to a shaft of the flying mechanism.
14. The transmission system according to any one of claims 1 to 8, wherein the first main shaft is provided with a first coupling port for connecting the engine; the second main shaft is provided with a second coupling interface used for connecting the engine.
15. The transmission system of claim 14, wherein the third primary shaft is provided with a third coupling interface for connecting the engine, the engine being selectively connectable to any one of the first coupling interface, the second coupling interface, and the third coupling interface.
16. The transmission system of claim 15,
the first coupling interface comprises a coupling for connecting to an output of the engine; or/and
the second coupling interface comprises a coupling for connecting to an output of the engine; or/and
the third coupling interface includes a coupling for connection to an output of the engine.
17. The utility model provides a thoughtlessly move drive assembly which characterized in that is applied to hovercar, hovercar includes running gear and flight mechanism, thoughtlessly move drive assembly and include:
a first motor;
a second motor;
an engine; and
the transmission system according to any one of claims 1 to 16, wherein the first main shaft is connected to the first electric machine, the second main shaft is connected to the second electric machine, and the engine is selectively connectable to the first main shaft.
18. A flying car, comprising:
a traveling mechanism;
a flying mechanism; and
the hybrid drive assembly as described in claim 17;
the third main shaft is selectively connected to the traveling mechanism or the flying mechanism through the third clutch.
CN202211313187.1A 2022-10-25 2022-10-25 Speed change system, hybrid drive assembly and hovercar Pending CN115489295A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202211313187.1A CN115489295A (en) 2022-10-25 2022-10-25 Speed change system, hybrid drive assembly and hovercar

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211313187.1A CN115489295A (en) 2022-10-25 2022-10-25 Speed change system, hybrid drive assembly and hovercar

Publications (1)

Publication Number Publication Date
CN115489295A true CN115489295A (en) 2022-12-20

Family

ID=85114607

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202211313187.1A Pending CN115489295A (en) 2022-10-25 2022-10-25 Speed change system, hybrid drive assembly and hovercar

Country Status (1)

Country Link
CN (1) CN115489295A (en)

Similar Documents

Publication Publication Date Title
US9845088B2 (en) Torque overlay device for a hybrid drive system, and a method for operating such a hybrid drive system
CN101272925B (en) Hybrid traction system
CN106347097B (en) The actuating unit of hybrid vehicle
CN102348568A (en) Power transmitting device for hybrid vehicle
CN102259580B (en) Hybrid power transmission system
CN210174607U (en) Hybrid electric vehicle and transmission system thereof
CN108082500A (en) A kind of fixed-wing formula hybrid power aircraft driving device and driving method
CN101856968A (en) Vehicle with hybrid power system
US11951821B2 (en) Gearbox for an electric powertrain
CN210174606U (en) Hybrid electric vehicle and transmission system thereof
CN207826569U (en) A kind of fixed-wing formula hybrid power aircraft driving device
CN108839550B (en) Hybrid power system
CN207826570U (en) Planetary hybrid power helicopter dynamic coupling system
CN212499851U (en) Power system of double-motor pure electric vehicle
CN210174608U (en) Hybrid electric vehicle and power system and transmission system thereof
WO2024045403A1 (en) Gearbox, hybrid power system, and automobile
CN114248590B (en) Driving system and aerocar
CN115489295A (en) Speed change system, hybrid drive assembly and hovercar
CN212499850U (en) Pure electric power system of bi-motor and car
CN113580907B (en) Electric power transmission system and control method
CN214822577U (en) Hybrid power coupling system and vehicle with same
CN210174609U (en) Hybrid electric vehicle and power system and transmission system thereof
CN113602074A (en) Power drive system and vehicle
CN113602075A (en) Power system of vehicle and vehicle
CN219988989U (en) Transmission system and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination